Internal-combustion engine



Sept. 3, 1929. H. E. MccRAY INTERNAL COMBUSTION ENGINE 5 Sheets-SheetOriginal Filed Feb. l5, 1923 fIQEIIi Sept. 3, 1929. H. E. MCCRAY1,727,016

INTERNAL COMBUSTI ON ENGINE Original Filed Feb. l5, 1925 3 Sheets-Sheet2 Sept. 3, 1929. H. E. MccRAY 1,727,016

INTERNAL COMBUSTION ENGINE Original Filed Feb. l5, 1923 5 Sheets-Sheet 5Y w i ///////l//l//l/l//l//l//l/l/l////////////A NF. 4 .l

wir nes Patented Sept. 3, 1929.

1,727,016 PATENT OFFICE.

HAROLD E. MOCRAY, OF WATERLOO, IOWA, .ABBIGNOB T0 JOHN DEERE TRACTORCOMPANY, F WATERLOO, IOWA, A CORPORATION-0F IOWA.

INTERNAL-COMBUSTION ENGINE.

Original application led February 1,5, 1923, Serial No. 619,081, PatentNo. 1,648,787. Divided'and this application filed April 27, 1825. SerialNo. 26,151.

My invention which is a division of my appli. Si'. No. 619,081, filedFeb. 15, 1922i, now Patent N o. 1,648,737, relates to internalcoinbustion engines of the single cyl'nder type such as are commonlyused for operating farm machinery, and has for its object to providecertain improvements in engines of that type, by which space will beeconomized, the fuel tank and the means for delivering fuel therefromwill be enclosed and protected, the crank shaft and its bearings will bemade conveniently accessible, and also the interior of the crank case,for inspection and repair, and also to improve the construction of suchengines in other respects that will be hereinafter pointed out. Iaccomplish my object as illustrated in the accompanying drawings andhereinafter described. What I regard as new is set forth in the claims.

In the accompanying drawings,-

Fig. 1 is a side elevation of my improved engine, some parts being insection;

Fig. 2 is a plan view thereof;

Fig. 3 is a perspective view of one of the upper crank shaft bearingblocks;

F ig. 4 is a partial central longitudinal vertical section of the engineon line 4-4 of Fig. 2 showing the inner portion of the cylinder, thepiston, the crank case and fuel tank, and some of the operating partscontained within the crank case; and

Fig. 5 is a vertical cross-section on line 5-5 of Fig. 4.

My improved engine comprises a hollow base 6 in the form of a castingadapted to be bolted, or otherwise suitably secured to a supportingplate 7, of wood or other suitable material, and to contain within it afuel tank 8 preferably constructed of sheet metal, which, as best shownin Fig. 4, occupies the greater portion of the base 6. The fuel tank isin the form of a pan or box of suitable dimensions to fit into the base6, and provided at its upper margins with an outwardly extending fiange9 which overlies an inwardly projecting flange 10 at the upper margin ofthe base. The arrangement is sucli that the fuel tank is supported sothat its bottom is slightly above the plate 7, as shown in Figs. 4 and5. A cover plate 11 fits over the fuel tank 8, its marginal portionsresting en the flanges 9, as shown in Figs, 4 and 5, and upon the thecover plate 11 serves not only as the top of the fuel tank but also asthe bottom of the crank case. The mounting of the crank case on aseparable base, as shown and described, is advantageous in that the basecan easily be removed and changed for one of a different size, as mightbe necessary if it were desired to use a flywheel of larger diameterthan usual. With my improved construction, a crank case of standard sizecan be used with bases of different heights.

For the purpose of filling the fuel tank, the crank case 12 isprovidedat some convenient point, preferably at its outer end, with. apassage 15 which leads to a filling opening 16 in the cover plate 11, asbest shown in Fig. 4. The passage 15 is adapted to be closed by a plug17 or other suitable means. As shown, said passage is formed in a boss18 projecting from the lower portion of the crank case, and the innerWall of said crank case is extended diagonally downward, as shown at 19in Fig. 4, so as to bear upon the cover plate 11 around the inner marginof the passage 15, so that a tight fit around the opening 16 isobtained. Preferably a gasket 14 is placed between the lower marginalsurface of the crank case and the cover plate 11, and around the opening16, to prevent leakage of oil from the crank case, and into the fueltank 15.

Fuel yis delivered from the fuel tank through a pipe 20, (see Fig. 4),connected with the inner end of said tank at the bottom thereof, andhaving at its outer end a plug 21 by the removal of which the tank maybe emptied when desired. Leading from the pipe is a check-valve 22,preferably of the ball type, with which connects a supply pipe 23leading to the fuel inlet of the engine cylinder. As shown in Fig. 4,the pipe 2() and check-valve 22 are both located within the base 6, thecheck-valve 22 being preferably in the forni of an elbow casting one endof which extends through an opening 24 in the base so that the supplypipe 23 may be conveniently connected therewith by a cou ling 25. Bythis construction the check-va ve 22 is protected by the base and is notapt to be damaged in transporting the engine, as when the pipe 23 isuncoupled none of the arts connected with the fuel tank project lie ondsaid bas'e. By enclosing the fuel tan within the base such tank isprotected from damage, and also space is economized, which is anadvantageous feature.

Cast integral with the crank case 12 is a c linder block 26 and a waterhopper or tank 27, as best shown in Figs. 1 and 4, so that said crankcase constitutes also the main engine frame. Referring particularly toFig. 4,-28 indicates the engine cylinder, which extends through thelower portion of the water hopper 27, but is separated therefromlaterally so that the Water in the hopper Surrounds said cylinder. Fordraining eff the water from the hopper, I provide the cylinder blockwith an opening in the bottom thereof, which opening is closed by a plug29.

The crank case portion of the engine frame is provided with a removablecover plate 30 which is held in place, preferably by bolts 31 at oposite sides thereof near the crank case eng of the engine, and by anintermediate bolt 32 which extends diagonally through a boss 33 in thecover plate 3() into a boss 34 in the ortion of the engine frame whichforms t e inner wall of the water hopper 27, as shown in Figs. 2 and 4.A suitable gasket 35l placed between the eover 30 and the crank easemakes the cover oil tight. lBy removing the cover plate 30 access may behad conveniently to the operating parts in the crank case, all of whichare thereby fully exposed. It should be noted that the cover plate andcrank case join along a substantially horizontal line disposed above theaxis of the crank shaft, whereby the bearings for the crank shaft aresupported entirely by the crank case proper. The horizontal meetingedges or surfaces of the crank case and of the cover 30 are pressedtogether in tight sealing engagement adjacent to the outer end of thecover by the bolts 31'. The vertically extending meeting surface at theinner end of the cover and the cooperating vertically extending meetingsurface at the water hopper portion are held in tight sealing engagementby the bolt 32. It will be observed that by extending the bolt 32diagonally downwardly with reference to the vertical meeting edge of theinner end of the cover, such bolt is effective for exerting'downwardpressure on the horizontal meeting surfaces of the crank case and cover,and is also effective to exert endwise pressure for, sealing thevertical meeting surfaces of the cover and the water hopper portion. Thesealing of the cover on its horizontal and vertical edges thus excludesdirt and confines the oil within the crank case so that a splash systemof oiling can be employed. This method of securing the coyer to thecrank `case and to the water hopper also results in the cover serving asa strengthening or bracing element between the crank case and the watercopper.

Extending transversely of the crank case is a crank shaft- 36, the crankportion of which is indicated by 37. The end portions of said crankshaft are mounted in suitable bearings in the side walls 12EL of thecrank case, the lower bearing being shown at 38 and the upper bearing at39 in Fig. 1. As therein shown, the side walls of the crank caseadjacent to these bearings are cut away and the lower bearings areformed in deressed portions or recesses in said side walls. he upperbearings 39 are formed in removable blocks 40, the construction of whichis best shown in Fig. 3. Said blocks slide vertically into saidrecesses, with the side margins of which they engage closel enough toprevent the escape of oil from t 1e crank case, and they are securelyheld in place by bolts 41, as shown in Fig. l. As the walls of thecra-nkcase 12 hold said blocks against endwise movement there is nolateral strain on said bolts. Adjacent to said recesses the side wallsof the crank case are strengthened and widened by lateral flanges orextensions 42, as best shown in Fig. 2, so that wide bearing surfacesare provided for the ends of the blocks 40 so that they are morestrongly supported. The bearings 38, 39 are provided with the usualanti-friction linings 43, as shown in Fig. 1. By removing the coverplate 30 and blocks 40 the crank shaft may readily be'removed as!occasion may require, and convenient access may be had to the variousoperating parts contained within the crank case. When the bearing blocks40 are in place in the aforesaid recesses, the upper surfaces of theblocks lie substantially Hush with the upper edges of the crank case sothat an oil tight joint is produced between the crank case and coveracross the tops of these blocks. f

As best shown in Fig. 4, a piston 44 operates in the cylinder 28, saidpiston being connected by a pitman 45 with the crank portion 37 of thecrank shaft, which is preferably provided with two fiy-wheels 46, 47,one at each side of the engine, as shown in F ig. 2. 48 indicates amagneto which is mounted on the crank case at one side thereof betweenthe crank shaft and the Water hopper, as best shown in Figs. 1 and 2,and below the magneto is a chamber 49, as best shown in Fig. 5, having alaterally disposed cover plate 50, which contains certain controllingmechanism which forms the subjectmatter of another application of evendate herewith, and therefore, need not be specifically described herein.The cover plate 50 is removable so that access may be had to saidchamber, and it is held in place by screws 51, as shown in Figs. 1 and5. The chamber 49 is properly supplied with lubricant from the crankcase 12 by means of suitable openings in the side wall 12 of the crankcase.

The magneto 48 is driven from the crank shaft 36 by means of a train ofgears inside the crank case, and subject to the splash oiling system,said gears comprising a pinion 52 mounted on the armature shaft 53 ofthe magneto, a gearl 54 mounted on a transverse shaft 55 journaled inthe side wall 12 of the' crank case, as shown in Fig. 5, and a pinion 56mounted on the crank shaft 36, as shown in Fig. 4.

As indicated in Fig. 4, the lower portion of the crank case serves as anoil reservoir, oil being supplied thereto through an inlet 57, bestshown in Fig. 1 and indicated by dotted lines in Fig. 4. This inlet,which 1s preferably in the form of a boss projecting from the lowerportion of the crank case at one side thereof, is normally closed by aplug 58. Through it the level of the oil in the crank case may beobserved, and'it is located at one side of. and substantially at thecenter of the crank case with respect to the fore-and-aft dimensionsthereof` approximately in the vertical planes ofthe crank shaftmounting, so that it serves as a safe gauge to indicate the level of theoil thatI is contained in the crank case, even though the engine mayhave been set slightly out of level. In other words, due to itslocation, the level of the oil as observed through the inletI 57 gives afair average indication of the amount of oil in the crank case. whereasif it were located at either end of the crank case, it might incorrectlyshow an abundance ot' oil, or the absence thereof, depending on whichend of the engine was lowest. Preferably, the top of this oil inlet islocated at a height coincident with the desired level of the oil in thecrank case, so that it predetermines this level by preventing an excessof oil from being inserted through the inlet.

Located within the crank case and secured to the bottom thereof is a pan59, as shown in Figs. 4 and 5, which is provided with a hole orperforation 60 therein a short distance above the bottom thereof foradmitting oil from the crank case to said pan,

and at that side of said pan adjacent to the engine cylinder 28 it isprovided with an upwardly-projecting curved detlector 61, the purpose ofwhich will be hereinafter explained. Arranged over and dipping into thepan 59 is a centrifugal governor 62 mounted on a transverse shaft 63journaled in the side wall 12a of the crank case, as best shown in Fig.5. Asshown, the governor 62 comprises weighted levers 64 pivoted at 65to diverging arms 66 which project from the inner end of the shaft 63,the levers 64 being provided with inwardlyprojecting arms 67 whichproject toward the axis of the shaft 63. The governor is so arrangedwith reference to the 'pan 59 that when it is rotated by the operationof the engine the weighted levers 64, which are swung outward away fromthe shaftl 63 by centrifugal action, dip into the oil'in said pan andconsequently act to distrlbute 1t throughout the crank case, therebylubricating the parts therein. The amount of oil thrown by the governoris accurately controlled, as the oil admitted to the pan 59 from thecrank case is limited to the amount that will pass through the hole 60.It will also be noted that the oil inlet 57 through which lubricant isintroduced into the crank case is in close proximity to the centrifugalgovernor oil throwing device 62 with reference to the fore and aftdimensions of the crank case, and is located approximately in the sametransverse plane as the oil hole 60 in the pan 59 (see Fig. 4). Aspreviously described, the oil inlet 57 predetermines the oil level inthe crank case by preventing oil being inserted into the crank caseabove the level of such inlet, and by disposing said inlet in closeproximity to the transverse plane of the centrifugal oil throwing device62 and the hole 60 there is always the assurance that the levelpredetermined by said inlet will maintain the proper level of oil in theoil throwing pan 59 irrespective of any fore and aft tilt of the engine.The deiiector 61 prevents an eX- eessive amount of oil from being thrownagainst the piston and into the cylinder, and in addition to thisdefiector I prefer also to provide a shield 68 in the form of a platewhich extends transversely of the crank case adjacent to the inner endof the cylinder 28 and between it and the pan 59, as shown in Fig. 4.Said shield is secured at its upper margin to a flange 69 projectingdownwardly from the cover plate 30, and is provided with a vertical slotwide enough for the pasage of the pitman 45. The oil distributingdevices have only been described briefly because they constitute the thesubject-matter of a separate application, and are not claimed herein.

The engine cylinder 28 is provided with a head 70 secured thereto bybolts 71, see Fig. 2, in which head are mounted the intake and exhaustvalves of the engine, which valves are provided, respectively, withvalve stems 72, 73 fitted in suitable bearings in the cylinder head andprovided with springs 74, 75 which serve to seat the valves by movingthevalve stems 72, 73 longitudinally of the cylinder in an outwarddirection. Within the head 70 is provided an ignition chamber and anexhaust chamber, and said exhaust chamber discharges through a mufer 76,(see Fig. 2). The engine cylinder is supplied with hydrocarbon liguidfuel from the fuel tank 8 through the pipe 23, said pipe connecting withan intake nozzle 77 which is integral with the cylinder head 70, asshown in Fig. 1. Sald nozzle extends downward from the .intake port ofthe cylinder, and has an opening 78 at its lower end which' may bewholly or partially closed by means of a swlnglng 11d 79 pivoted to thenozzle at 80. This opening is .for the admission of alr to the nozzle77, which serves also as a mixing chamber for preparing thepropermlxture of fuel and air before its admisslon to the cylmdcr. Aneedle valve 81 is provided for regulating the quantity of fuel admltted.to the nozzle. I y

The intake valve is opened by the suction of the piston, but mechanismmust be provided for opening the exhaust valve. This mechanism comprisesa rocking', lever 82 mounted intermediately on a pivot 83 1n suchposition that one arm 82a thereof extends over the exhaust valve stem73. This arm carries a tappet 84 in the form of abolt adjustably securedin Said arm so that its normal distance from the outer end of the valvestem 73 may be adjusted. Obviously by rocking the lever 82 in theapproprlate d1- rection the tappet 84 will Istrlke the valve stem 7 3and move it inwardly, thereby opening the exhaust valve. When thepressure of the tappet is removed, the spring serves to restore theexhaust valve to .lts normal position in the usual way. A spring 85connected with the lever 82, and w1th a standard 86 which carries thepivot' .83, serves to hold the lever 82 in the position shown in Fig. 2,which is its normal lnoperative position. The opposite arm 82" of thelever82 is connected with an operating rod 87 by the reciprocation ofwhich sa1d lever is rocked to alternately open and close the exhaustvalve as the engine operates. The mechanism for actuating said rod, 'andthe ignition devices, need not be descrlbed as they form no part of theinventlon of this application and constitute the subjectmatter of aseparate application.

What I claim as my invention and desire to secure by Letters Patent, is-

1. In an internal combustion engine, the combination with a hollow baseand a crank case mounted thereon, of a fuel tank removably mountedwithin and enclosed by said base, and an externally-accessible fillingopening for said fuel tank integral with the crank case.

2. In an internal -combustion engine, the combination with a hollow baseand a crank case mounted on said base, of a fuel tank disposed withinsaid base, a removable plate forming a cover for said fuel tank and thebottom of said crank case, a filling opening in the crank case and anopening in said plate registering therewith.`

3. In an internal combustion engine, the

combination of a hollowbase, a fuel tank disposed within said base andhavin an outwardly-extending marginal flange a apt ed to rest on the uper margin of said-base, a cover plate exten ing over said fuel tank acrank case supported by said base and resting on the mar 'nal portionsof said cover plate, and a lling opening extending through the crankcase and cover plate.

4. In an internal combustion engine, the :f1

combination of an en ine frame comprising a crank case, a cylin er blockand a water hopper cast integral with each other, a removable coverIitted over the crank case portion of said frame and having an upwardlyextending end face abutting a ainst a cooperating end face on the wateropper porn tion 'of said frame, and a bolt connecting said cover withsaid water hopper portion of the frame and disposed diagonally of theabutting faces of said two latter elements.

5. In an internal combustion engine, the combination with a hollow base,of a crank case mounted on said base and adapted to contain lubricant, acrank shaft mounted in said crank case, and an inlet for theintroduction of lubricant into said crank case.

disposed at approximately the desired lubricant' level forpredetermining and observing the amount of lubricant in said crank case,said inletbeing formed in one side of the crank case and locatedapproximatel in the vertical axial plane 'of the cran shaft mounting.

6. In an internal combustion engine, the combination of an engine framecomprising a crank case, a cylinderblock and a water hopper castintegral with each other, a crank shaft journaled in said'crank case, aremov able cover fitting over the vcrank case portion of said frame,said cover and said crank case portion joining along a substantiallyhorizontal line disposed above the axial center of said crank shaft,said cover having a sub# stantially square end engaging with the Waterhopper portion of the frame, and a diagonal bolt connecting the latterend of said cover with said water hopper portion, said bolt exertingdownward pressure on said cover on the substantially horizontal meetingline of said cover and said crank case, and exerting endwise pressure onsaid cover for holding the substantially square end thereof in sealingengagement with the water hopper portion of the frame.

7. In an internal combustion engine, the combination of'an engine framecomprising a crank case, a cover for closing the top of said crank case,a crank shaft and bearing supports for said crank shaft at each side ofsaid crank case, each bearing support comprising a substantiallyrectangular vertical recess in the side of said crank case, each recesshavin a bottom wall and side walls, a lower bearing portion in saidbottom wall,

a removable bearing block guided between said side walls, an upperbearing portion formed in said bearing block, the upper side of saidbearing bloc( lying substantially flush with the upper edge of saidcrank case, studs anchored in the bottom wall of said recess and passingthrough holes in said bearing block, and nuts screwing over the upperends of said studs.

8. In an internal combustion engine, the combination of a hollow base, afuel tank disposed within said base and having an out- Wardly extendingmarginal flange adapted to rest on the upper margin of said base, acover plate extending over said fuel tank, and a crank case supported bysaid base and resting on the marginal portions of said cover plate, saidcover plate forming the bottom for said crank case.

9. In an internal combustion engine, the combination with a hollow baseand a crank case mounted on said base, of a fuel tank disposed withinsaid base and having an outwardly extending marginal flange adapted torest on the upper margin of said base, a

plate overlying said fuel tank adapted to form the top for said fueltank and the bottom for said crank case, said plate extending over theoutwardly extending marginal flange of the fuel tank and beneath theunder margin of the crank case, an outlet pipe leading from said fueltank, a check valve connected with said outlet pipe and disposed withinthe base, and an externally disposed supply pipe detachably connectedwith said check valve.

10. In an internal combustion engine, the combination with a hollowbase, of a removable fuel tank disposed within. said base and having anopen top portion, a crank case supported on said base and having an openbottom portion, and a plate'separate from said fuel tank and crank caseand secured in position therebetween to form the top of said fuel tankand the bottom of said crank case. 11. In an internal combustion engine,the combination of a hollow base, a sheet metal fuel tank removablydisposed Within said base and having an outwardly extending marginalflange adapted to rest on a flange ortion of said base, a cover plateextend- 111g over said fuel tank, a crank case having a lower flangeportion supported by said base and resting on the marginal portions ofsaid cover plate, means for clamping the flange portions of said baseand said crank case together on the marginal portions of said plate,said cover plate forming a bottom for said crank case, and a fillingopening in said cover plate separated from the oil containingcompartment of said crank case and communicating with ah externallyaccessible filling passage extending above said plate.

12. In an internal combustion engine, the combination of an engine framecomprising a crank case, a cylinder and a water containing coolingchamber cast integral with each other, a removable cover fitted over thecrank case portion of said frame and having an upwardly extending endface abutting against a cooperating end face on the cooling chamberportionof said frame, .and a bolt connecting .said cover with saidcooling chamber portion of the frame, and dis osed diagonally of theabutting faces of sai two latter elements.

HAROLD E. MCCRAY.

